Railway car



Nov. 16 1926.

H W. SANFORD RAILWAY CAR Filed Dec, 5, 1923 3 Sheets-Sheet I Nov. 1

' H. w. SANFORD RAILWAY "CAR fjnwcnfoz Mul/ 9834/1/ 5 Filed Dec. 5. 1923 RR VQ m if MN $3 a V a m: WE -i R 1 ulrunnvfii TITWNVKWI "Hm {INN NOV; 16 1926.

H. W. SANFORD RAILWAY CAR 3 Sheets-Sheet :5

Filed Dec. 5 1923 5 wuemtoz @EMEEE.. I.

I I l O I I W 1 I l l l l I l I I I Patented Nov. 16, 1926.

PATENT OFFICE.

HUGH W..SANFORID, OF KNOXVILLE, TENNESSEE.

RAILWAY can.

Application filed December 8, 1923. I Seria1 No. 678,310.

relates particularly to to be turned or tilted discharge of the contents of My improvement mine carswhich are bodily for the the car. I

s v a One object of my invention is to produce a mine car which is adapted to be turned or tilted for the discharge of its contents as above stated, and which has its floor or bottom low relative to the track, in orderthat,

l for a given head room, the car will hold a maximum load, and, for the sake of greater stability of the carv on the track, carry'tlie load close to the track rails.

A further object of the invention is to I produce a car which possesses flexibility allowing partial twisting of the car frame to' permit one axle of the car to incline out of the horizontal plane of the other axle, n

order that all the wheels of the car may at all times bearv fully upon the track rails, notwithstanding irregularities in the height of the rails. In this connection it is to be remembered that the axles of many cars of this type are not swiveled but rest in bearings which are fixed on the car' body or frame; and in this connection it is further to be remembered that in mining practice the track rails are usually not level nor well supported, a large part temporary and constructed and maintaine with the least labor. And it is also to be noted that whenever one wheel of such a car does not rest well on the track, that car is apt to leave the track and thus wreck itself and the train of which it forms a part. Hence such adaptability through frame flexing is of definite practical importance.

To these ends, the car, in its preferred form, includes strong end sills and strong side sills and two axles'and a floor, the side sills having their ends joined to the end sills and said four sills forming a frame which is flexible and yet of ample strength for resisting all strains, including the weight of the load, end thrust, and longitudinal train pulls. and the axles being combined with the side sills above the bottom of said sills, and the major part of the floor being below the level of the axles and the floor being so supported as to allow the car frame formed by the end sills and side sills such flexibility as will permit the twisting of the frame to allow the wheels to remain in en agement with the track rails, although t ere are of the trackage bein irregularities in the tioned.

The major feature of the supporting of the floor is the attachment of the ends of the floor to the end sills while the side edges of the floor are left free or substantially free from the side sills: A secondary feature of such supporting consists in forming such relation between the floor and the axles of the-car as to cause parts of'the floor to be supported by the axles.

In the accompanying drawings,

Fig. 1.is a side elevation of a car embodying my-invention, parts being broken away;

Fig. 2 is a plan of the same car, parts being broken away;

Fig. 3 is a longitudinal, middle, upright section of the car of Figs. 1 and 2;

track, as above men- Fig. 4 isa similar section, the car bottom being in another form;

Fig. 5 is a transverse, uprightsection on {hiet line 5-5, of Fig. 3, looking toward the e I V Fig. 6 is an upright transverse section on the line, right;

Fig. 7 is a horizontal section on 7-7, of Fig. 3;=

Fig.8 is a horizontal section on the line, 8-8, of Fig. 3; v

Fig. 9-is an upright, transverse section'on the line, 9-9, of Fig. 3, looking toward ,the right;

Fig. 10 is an upright section on the-line, 10 -10, of Fig. 3;

Fig. 11 is an upright sectional detail showing a U-bolt used for supporting the floor orbottom plate. I

Referring first to "Figs. 1, 2, 3, 5, 7 8, 9 and 10, the drawings, A, A represent end sills each having a bumper A projecting outward therefrom and said sills having a draw bar element, A, also projectin .outward from the end sills and locate the bum er, and the end sills comprising trusses, corner stifieners, A, and gusset stilfeners, A", all preferably formedof one integral casting.

The aforesaid, bumper, A is swelled outward as indicated by the drawing, and immediately over the central portion of the bumper is A, provided with a coupling pin opening, A, which is directly over a similar open- 6 6, of Fig. 4, looking toward the the aforesaid draw bar element,

the line,

ing, A of the bumper, a space being left between the draw bar element, A, and the bumper, A for the reception of a coupling link, the coupling .pin being designed to drop through the openings, A and A.

The corner stiffeners, A, which have been described as beingpart of the integral casting are to be securely riveted to the longitudinal or side sills, B, the sills being slotted as shown at B to afford space for the gusset st'iffeners, A.

The side sills, B, are to be so heavy as to make them amply strong to resist downward strain or drooping and to resist endwise thrustiand also train pull. At the same time, the frame consisting of. the side sills and the end sills must possess sufiicient flexibility to allow the axles to incline independently of each other, whereby the car wheels at the same side of the car are allowed to assume diflerent levels to conform to variations or irregularities in level of the track on-which the car runs.

The two axles, G, are arranged transversely to the side sills and rest in bearings, C secured to the side sills by bolts. C In the form shown in the drawings, said bearings extend through the side sills and comprise a plate bolted flatwise to the outer sides'of the side sills. On each end of each axle is a track wheel, C This arrangement brings the axles above the level of the lower edges ofthe side sills.

A single floor or bottom plate, D, of heavy sheet or plate metal extends from one end sill, A, to the other and from one side sill, B,

. -to the other and has its ends up-turned to form upright end flanges, D each of which bears against the inner face of the adjacent end sill and is joined thereto by rivets, D The side edges of the floor late are turned upward to form upwardirected flanges, D each of which over-laps the lower part of the inner face of the adjacent side sill. But said flanges are not joined to the frame. Only the ends of the bottom plate are secured to the frame. j

The bottom plate is supported on the end sills, as above described, and also from the axles, C, and bearin s, C For this latter purpose inverted V- orm hanger straps, D,

'extend across the axles, C, and across the bearings, C, and have their ends resting on and joined to the bottom plate by means of rivets, D These straps hold the bottom plate against downward movement. To prevent upward movement, a bridge plate, D, 1s placed within each strap horizontally and close to the axle, the ends of the bridge plate being secured to the straps by rivets, D. A sleeve, D surrounds each axle at its middle iaDn d forms a Support for the middle strap,

In Fig. 4 the bottom late is divided into three parts or sections, the sections meetapplied in the form shown by Fig. 3, and

the attachment to the end sills is the same as in Fig. 3. and the side edges are flanged upward as in Fig. 3.

' As a substitute for the hanger straps, D,

a u bolt, E is extended over the axles or bearings and through the floor plate and through a washer plate, E Nuts, E, are placed on the ends of the arms of the U-bolt below and against the washer plate,

The axles, C, and the bearings, C and the sleeves, D, are so related to each other that they may be regarded as together forming axle structures, those structures constituting intermediate supporting or hanging means for the car bottom.

From the foregoing it will be seen that in these several forms the ends of the bottoms are secured to the frame ends and that the side edges of the bottom are freefrom the frame sides. Thus the frame formed by the side sills and the end sills is to the least extent restrained from flexing or twistin to allow all the four wheels of the car to Bear fully upon the track rails, whereby danger of derailing the car is reduced to aminimum.

In all these forms, the upward-directed side flanges, D of the bottom serve to prevent leakage of coal along the lower edges of the side sills.

When built in any of the forms shown by the drawings, this car'is well adapted to be turned sidewise for the discharge of its load. At many mines, such turning is done by meansof a rotary tipple.

' From the foregoing description it will be seen that further variations of the structure may be made, the structure yet comprising a car frame having ends and sides'and the structure comprising further a bottom .or floor secured to the frame ends and free from the frame sides, whereby the frame sides are dllowed thelargest degree of freedom for flexibility.

I claim as my invention 1. In a car of the kind described, the combination of a frame, axles transverse to the lengthof the frame and located above the lower edges of the frame sides, a plate bottom having its ends secured to the frame ends and said bottom extending approximately to the level of the lower ed es of the frame sides and substantially free rom said sides, whereby the frame is given freedom for flexlng or twisting, substantially as described. i

2. In a car of the kind described, the combination of a frame, axles transverse to the tom having its ends turned upward and secured to the frame ends and said bottom extending approximately to the level of the lower edges of the frame sides and substanbination of a frame, axles transverse to' thelength of the frame and located above thetially free from said sides, whereby the frame is given freedom for flexing or twisting, substantially as described.

3. In a car of the kind described, the combination of a frame, axles transverse to the length of the frame and located above the lower edges of the frame sides, a plate bottomhaving its ends secured to the frame ends .and said bottom having itsside edges turned upward and said bottom extending approximately to the level of the lower edges of the frame sides and substantially free freedom for flexing or twisting, substantially as described.

4. In a car of the kind described, the comlower edges of the frame sides, a plate bottom having its sides and ends turned upward and having its ends secured to the frame ends and said bottom extending approximately to the level of the the'frame sides and substantially free from said sides, whereby the frame is iven freedom for flexing or twisting, su stantially as described.

5. In a car of the kind described, the com-- bination of a frame, axles transverse to the length of the frame and supporting the frame sides, a plate bottom havlng its ends secured to the frame ends and said bottom being axle-supported intermediate its ends and the side edges of said bottom being substantially free from'thefra me sides, whereby 'the frameis given freedom for flexing or twisting, substantially as described.

6. In a car of the kind described, the combination of a frame, axles transverse to the length of the frame and .supporting the frame sides, a plate bottom having upturned edges and'having its ends secured to the frame ends and said bottom being axlesupported intermediate its ends, and the side edges of said bottom being substantially free from the frame sides, whereby the frame is given freedom for fiexingor twist ing. substantially as described. 7 "In a car of ,thekind described, the combination of a frame, axles transverse to the I length of the frame and supporting the frame sides, a plate bottom having its ends lip-turned and 'secured to the frame ends and said bottom being axle-supported intermediate its ends and the side edges of said bottom,being substantially free from the frame sides, whereby the frame is given freedom for flexing or twisting, substantially as described. Y

lower edges of 8. In a car of the kind described, the combination of a frame, axles transverse to the length of the frame frame sides, a plate bottom having its end and side edges up-turned and having'its ends secured to the frame ends and said bottom being axle-supported intermediate its ends and the side edges of said bottom being substantially free from the frame sides. whereby the frame is given freedom for flexing or twisting, substantially as described. i

9. In a car of-the kind described, the combination of a frame, axles transverse to the length of'the frame and located above the lower edges of the frame sides, a plate bottom having up-turned edges and having its ends secured to the frame ends and said from said sides, whereby the frame is given freedom for flexing or twisting, substantially as described.

1].. In a car vof the kind described, the

combination of a frame, axles transverse to the length of theframe and located above the lower edges of the frame sides, a plate bottom having'its ends secured to the frame ends and said bottom extending approxiand supporting the the frame sides, whereby the frame is given mately to the level of the lower edges of the frame sides and substantially free from said sides and axle-supported intermediate its ends, whereby the frame is givenfreedom for flexing or, twisting, substantially as described.

- 12. In a car of' the kind described, the

combination of a frame, axles transverse to the length of the -frame and located above the lower edges of the frame sides, a plate bottom having its ends secured to the frame ends and said bottom extending approximately to the level of the lower edges of the frame sides and substantially free from said sides and having up-turned sideedges and being axle-supported intermediate its ends. whereby the frame is given freedom for flexing or twisting, substantially as described. I

13. In a car of the kind described, the combination of a frame, axles transverse to the length of the frame, bearings secured to the frame sides and extending outward of said sides andsurrounding the axles between the frame sides, a plate bottom having its ends secured to the frame ends and being at approximately the level of the lower edges of the frame sides'and substantially free from said sides, and supporting members engaging a part of said bearings and the bottom, whereby the frame is given freedom for flexing or twisting, substantially as described. I

14. In a car of the kind described, the combination of a frame, axles transverse to the length of the frame and located above the lower edges of the frame sides, bearings secured to the frame sides and surrounding the axles between the frame sides, a plate bottom having its ends secured to the frame ends and being at approximately the level of the lower edges of the frame sides and substantially free from said sides, and supporting members engaging a part of said bearings and the bottom, whereby the frame is given freedom for flexing or twisting, substantially as described.

15. In a car of the kind described, the combination of a frame, axles transverse to the length of the frame, bearings supported by the frame sides and surrounding the axles between the frame sides, a plate bottom having its ends secured to the frame: ends and being at approximately the level of the lower edges of the frame sides and substantially free from said sides, and hangers and bridge pieces engaging a part of said bearings and I the bottom, whereby the frame is given freedom for flexing or twisting, substantially as described.

16. In a car of the kind described, the combination of a frame, axles transverse to the length of the frame and located above the lower edges of the frame sides, bearings supported by the frame sides and surrounding the axles between the frame sides, a plate bottom having its ends secured to the frame ends and being at approximately the ,level of the'lower edges of the frame sides and substantially free from said sides, and hangers and bridge pieces engaging a part of said bearings and the bottom, whereby the frame is given freedom for flexing or twisting, substantially as described.

17. In a car of the kind described, the combination of a frame, axles transverse to the length of the frame and supporting the frame sides, a single plate bottom having combination of a frame, axles transverse to the length of the frame and supporting the frame sides, a single plate bottom having its ends secured to the frame ends and said bottom being axle-supported intermediate its ends and the side edges of said bottom being substantially free from the frame sides, whereby the frame is given freedom for flexing or twisting, substantially as described. I

19. In a car of the kind described, the combination of a frame, axles transverse'to the length of the frame and supporting the frame sides, a single plate bot-tom extending below the axles and having its ends secured to the frame ends and the side edges of said bottom being substantially free from the frame sides, whereby the frame is given freedom for flexing or twisting, substantially as described.

20. In a car of the kind described, the combination of a frame, axles transverse to the length of the frame and supporting the frame sides, a single plate bottom having up-turned edges extending below the axles and having its ends secured to the frame ends and the side edges of said bottom being substantially free from he frame sides, whereby the frame is giv n freedom for flexing or twisting, substantially as described.

21-. In a car of the kind described, the combination of a frame," axles transverse to the length of the frame and supporting the frame sides, a single plate bottom extending under the axles and having its ends secured to the frame ends and said bottom being axle-supported intermediate its ends'and the side edges of said bottom being substantially free from the frame sides, whereby the frame is given freedom for flexing or'twisting, substantially as described.

In testimony whereof I have signed my name, this 28th day of Novemb'en'in the year OIIIIB thousand nine hundred and twentyt ree.

HUGH W. SANFORD. 

